Inflatable deployment apparatus for descent-restraint system for aerial vehicles

ABSTRACT

A deployable lead line anchor point system for an aerodynamic decelerator on an aerial vehicle, the system including a housing that is structured to attach to the aerial vehicle and store the aerodynamic decelerator in a stored state prior to deployment, the housing including a base that is structured to removably mount the housing to the aerial vehicle, and an inflatable tube that is stored in the housing and configured to extend from the housing and deploy the aerodynamic decelerator away from the aerial vehicle in response to inflation of the inflatable tube, the inflatable tube having a first end with a fluid port, and a second end, the first end structured to connect to the housing and the second end having a connector structured to anchor the lead line on the aerodynamic decelerator to the inflatable tube, preventing entanglement of the decelerator with the aerial vehicle.

CROSS REFERENCE TO RELATED APPLICATION

This application claims the benefit under 35 U.S.C. § 119(e) to U.S.Non-Provisional application Ser. No. 15/424,585 filed Feb. 3, 2017,which application is incorporated by reference herein in its entirety.

BACKGROUND Technical Field

The present disclosure pertains to aerial vehicle recovery, and moreparticularly to a system that deploys an aerodynamic decelerator awayfrom the aerial vehicle to avoid entanglement of the decelerator withthe aerial vehicle.

Description of the Related Art

The field of small aerial vehicles is growing, and continues to develop,for both military and civilian applications. This advancement hasoccurred with manned and unmanned aerial vehicles, as well as fixed-wingand single- and multi-rotor aerial vehicles. These advancements have ledto aerial vehicles being used for various different activities. Forexample, law enforcement and the military use aerial vehicles forreconnaissance, attacking, defense, targeting, training, surveillance,and other uses. Similarly, civilians use aerial vehicles for hobby andrecreational use, commercial aerial surveillance, professional aerialsurveying, commercial and motion picture filmmaking, journalism, searchand rescue, scientific research, pollution monitoring, oil, gas andmineral exploration and production, disaster relief, archaeology,transport, agriculture, and much more.

As aerial vehicles are being used for more diverse activities, thelocations at which these vehicles are flown continues to expand,including in urban areas. As these technologies become smaller and morereadily used in everyday life, both civilian and military, thepossibility of these aerial vehicles causing harm to people or propertyresulting from an in-air failure continues to grow.

When an in-air failure occurs, aerial vehicles generally begin toplummet towards the ground. In-air failures generally cannot becorrected before the vehicle hits the ground due to low flying altitudesor non-recoverable failures (e.g., a dead battery). Such crashes canlead to serious injuries or death to people, as well as damage toproperty or the aerial vehicle itself.

Some aerial vehicles utilize traditional parachute systems to slow adescent of the vehicle. These traditional parachute systems, however,generally do not work unless the aerial vehicle is upright, level, andstable during the entire deployment phase of the parachute.Unfortunately, many in-flight failures result in sporadic anduncontrollable movement of the vehicle, especially in windy, rainy, orother variable environmental conditions. This sporadic motion oftenresults in the parachute, or its lines, becoming entangled with therotors, wings, or other components of the aerial vehicle as it deploys.As a result, the parachute is prevented from properly deploying, oftenresulting in the aerial vehicle crashing despite an attempt to deploy atraditional parachute system.

It is with respect to these and other considerations thatimplementations of the present disclosure have been made.

BRIEF SUMMARY

The present disclosure is directed to a system and method for resistingan uncontrolled descent of an aerial vehicle.

In accordance with one aspect of the disclosure, the system includes anaerodynamic decelerator, a housing, an inflatable tube, and an inflationmechanism. The aerodynamic decelerator is structured to create drag toreduce the velocity of the aerial vehicle in response to deployment ofthe aerodynamic decelerator. The housing is structured to be attached tothe aerial vehicle and to store the aerodynamic decelerator in a foldedstate prior to deployment. The housing also includes a hatch that isstructured to open in response to initiation of aerodynamic deceleratordeployment. The inflatable tube is structured to be stored in thehousing and to extend from the housing and launch the aerodynamicdecelerator away from and clear of the aerial vehicle. The inflatabletube has a first end and a second end, the first end connected to thehousing and the second end structured to connect to the aerodynamicdecelerator and exit the housing with the aerodynamic decelerator inresponse to inflation of the inflatable tube. The inflation mechanism isoperable to inflate the inflatable tube in response to detection of anuncontrolled condition, such as an uncontrolled descent or loss ofcontrol of the aerial vehicle. The inflatable tube is inflated throughthe first end to force the second end of the inflatable tube and theaerodynamic decelerator away from the aerial vehicle and to deploy theaerodynamic decelerator away from and clear of the aerial vehicle inresponse to extension of the inflatable tube.

In some implementations, the aerial vehicle includes a body with atleast one motor providing power to at least one rotor and a descentdetection system that is operable to detect an uncontrolled descent ofthe aerial vehicle and to output a signal indicating the uncontrolleddescent.

In accordance with one aspect of the present disclosure, the housingfurther includes a base that is structured to removably mount thehousing to the aerial vehicle.

In accordance with another aspect of the present disclosure, the housingis rigidly connected to the aerial vehicle and the first end of theinflatable tube is rigidly connected to the housing.

In accordance with yet another aspect of the present disclosure, thehousing includes a first base component (e.g., an interior basecomponent) and a second base component (e.g., an exterior basecomponent), the first base component is sized and shaped to fit insidethe second base component and to provide a friction fit with the firstend of the inflatable tube between the first and second base components.In some implementations, the first base component includes an aperturesized and shaped to provide fluid communication between the means forinflating and the inflatable tube.

In accordance with one aspect of the present disclosure, the inflatabletube is structured to maintain pressurization after the inflatable tubeis fully inflated to become a rigid member.

In accordance with another aspect of the present disclosure, the systemincludes a plurality of support straps, each support strap having afirst end that connects to the inflatable tube and a second end thatconnects to the aerial vehicle, the plurality of support straps are tautin response to full inflation of the inflatable tube.

In accordance with yet another aspect of the present disclosure, thesystem includes an enclosure that fits inside the housing and connectsto the second end of the inflatable tube. The enclosure is structured toencase the parachute, to extend away from the aerial vehicle with thesecond end of the inflatable tube in response to inflation of theinflatable tube, and to release the parachute in response to extensionof the inflatable tube.

In accordance with one aspect of the present disclosure, the second endof the inflatable tube is structured to be invaginated on itself to forma pocket to hold the parachute in its folded state.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

The foregoing and other features and advantages of the presentdisclosure will be more readily appreciated as the same become betterunderstood from the following detailed description when taken inconjunction with the accompanying drawings. In the drawings, likereference numerals refer to like parts throughout the various figuresunless otherwise specified. Many of the drawings are not drawn to scale,but are shown as illustrative examples of the present disclosure.

FIG. 1 illustrates a descent-restraint system attached to an aerialvehicle in accordance with the present disclosure;

FIGS. 2A-2B illustrate the stages of deployment of a parachute from thedescent-restraint system in accordance with the present disclosure;

FIGS. 3A-3D illustrate examples of the fully deployed parachute anddescent-restraint system attached to various different types of aerialvehicles in accordance with the present disclosure;

FIG. 4 is a perspective view of one implementation of thedescent-restraint system in accordance with the present disclosure;

FIGS. 5A-5D are various views of the connector base of thedescent-restraint system illustrated in FIG. 4 in accordance with thepresent disclosure;

FIG. 6 is a perspective view of one implementation of a housing of thedescent-restraint system illustrated in FIG. 4 in accordance with thepresent disclosure;

FIGS. 7A-7E are various views of an interior base of the housingillustrated in FIG. 6 in accordance with the present disclosure;

FIGS. 8A-8F are various views of an exterior base of the housingillustrated in FIG. 6 in accordance with the present disclosure;

FIG. 9 is an exploded view of the housing and deployment tube of thedescent-restraint system illustrated in FIG. 4 in accordance with thepresent disclosure;

FIG. 10 is a front cross-section view of the housing and deployment tubeof the descent-restraint system illustrated in FIG. 9 in accordance withthe present disclosure;

FIG. 11 is an exploded perspective view of the housing and the connectorbase of the descent-restraint system illustrated in FIG. 4 in accordancewith the present disclosure;

FIG. 12 is a perspective view of another implementation of adescent-restraint system in accordance with the present disclosure;

FIGS. 13A-13B are various views of one implementation of a housing ofthe descent-restraint system illustrated in FIG. 12 in accordance withthe present disclosure;

FIGS. 14A-14C are various views of one implementation of a connectorbase of the descent-restraint system illustrated in FIG. 12 inaccordance with the present disclosure;

FIG. 15 is an exploded view of the descent-restraint system illustratedin FIG. 12 in accordance with the present disclosure;

FIGS. 16A-16B illustrate an yet another implementation of adescent-restraint system in accordance with the present disclosure; and

FIGS. 17A-17B illustrate alternative implementations of additionalsupport members of the descent-restraint system in accordance with thepresent disclosure.

DETAILED DESCRIPTION

In the following description, certain specific details are set forth inorder to provide a thorough understanding of various disclosedimplementations. However, one skilled in the relevant art will recognizethat the present disclosed implementations may be practiced without oneor more of these specific details or with other methods, components,materials, etc. In other instances, well-known structures or componentsor both that are associated with the environment of the presentdisclosure have not been shown or described in order to avoidunnecessarily obscuring descriptions of the implementations.

Unless the context requires otherwise, throughout the specification andclaims that follow, the word “comprise” and variations thereof, such as“comprises” and “comprising,” are to be construed in an open inclusivesense, that is, as “including, but not limited to.” The foregoingapplies equally to the words “including” and “having.”

Reference throughout this description to “one implementation” or “animplementation” means that a particular feature, structure, orcharacteristic described in connection with the implementation isincluded in at least one implementation. Thus, the appearance of thephrases “in one implementation” or “in an implementation” in variousplaces throughout the specification are not necessarily all referring tothe same implementation.

As used herein, the term “aerial vehicle” refers to a powered airborneobject controlled by a user or autonomously, such as through anautomated position-control system. Aerial vehicles may be fixed-wing orsingle- or multi-rotor vehicles. For simplicity, the term rotor usedherein includes any combination of rotary wings, blades, propellers, orother rotating airfoils. Examples of aerial vehicles can include, butare not limited to, unmanned aerial vehicles, drones, manned aerialvehicles, or the like.

Reference throughout this description to a “decelerator” or an“aerodynamic decelerator” refers to a device that utilizes propertiesand characteristics of air to create drag or resistance (sometimesreferred to as aerodynamic drag) to slow a descent of an aerial vehicle(whether controlled or uncontrolled). Examples of aerodynamicdecelerators include fabric parachutes, inflatable parachutes, hybridfabric and inflatable parachutes, or other devices that utilize air tocreate drag and reduce a velocity of an aerial vehicle.

Reference throughout this description to a “tube,” “inflatableapparatus,” “deployment tube,” and “inflatable tube” means alightweight, flexible, hollow body that can be inflated with a gas orother fluid to create a semi-rigid structure that extends from adescent-restraint system attached to an aerial vehicle. The deploymenttube may be cylindrical, hyperrectangular, or other n-orthotopes, with alength that is longer than its width. As described in more detailherein, the deployment tube is stored in an uninflated state in ahousing of the descent-restraint system on the aerial vehicle. One endof the deployment tube is affixed to the housing and is in fluidcommunication with an inflation mechanism. The other end of thedeployment tube is not connected to the housing but is closed andconnected to an aerodynamic decelerator (e.g., a parachute).

In some implementations, the width (or diameter) of the deployment tubemay be consistent along the length of the tube. In otherimplementations, the width (or diameter) of the deployment tube may varyalong the length of the tube. For example, in some implementationsdescribed herein, the aerodynamic decelerator, in a folded state, ispositioned into an introverted or invaginated portion of the end thedeployment tube that connects to the aerodynamic decelerator. In someinstances, however, the folded aerodynamic decelerator may be wider thanthe diameter of the deployment tube, such as if the deployment tube ismade with a smaller diameter to save weight. Accordingly, theintroverted or invaginated portion of the deployment tube may be flaredout and have a diameter that is larger than the diameter of the otherend of the tube that is attached to the housing of the descent-restraintsystem. This wider or flared-out portion of the deployment tube canallow for the folded aerodynamic decelerator to be at least partiallyencased in the invaginated portion of the deployment tube. By having aflared end, the remainder of the length of the deployment tube can be adiameter that is smaller than the width of the folded aerodynamicdecelerator, which can save weight and space.

In various implementations, the deployment tube is made out of Spectra,Dyneema, Cuban Fiber, Zylon, ABC-Matrix, nanocellulose, Kevlar, or otherultra-high-molecular-weight polyethylene fibers, composites, orfiber-reinforced laminates. It should be recognized that other flexiblematerials may also be used as the deployment tube.

The following is a brief description of the use, operation, and purposeof the descent-restraint system described herein. As the use of dronesand other small aerial vehicles increases, so too does the risk ofinflight failures. Failures can occur in all different types ofsituations, environments, and vehicle altitudes and speeds. And the useof aerial vehicles in urban areas has increased the desire for a systemto allow an aerial vehicle that experiences an inflight failure to landwithout causing harm to people, animals, homes, or other property.Similarly, aerial vehicle owners would like a system that reduces therisk of damage to the aerial vehicle or components attached to theaerial vehicle (e.g., cameras or payloads) due to a fall from altitude.

The descent-restraint system described herein accompanies or is acomponent of a vehicle safety system. Generally, the vehicle safetysystem includes a detection computer system, sensors, an inflationmechanism or device, and the descent-restraint system. This system ispart of, embedded in, or otherwise attached to an aerial vehicle. Insome implementations, the vehicle safety system may be integrated intothe aerial vehicle during manufacturing. In other implementations, oneor more components of the vehicle safety system may be after-marketcomponents that can be added to the aerial vehicle after it is purchasedby a user. For example, the aerial vehicle may be manufactured with thedetection computer system and sensors, but the descent-restraint systemand inflation mechanism can be attached to the aerial vehicle after itis purchased. Similarly, in some implementations, the inflationmechanism may be part of the descent-restraint system.

The detection computer system, or control circuitry, is operable todetect an uncontrolled flight condition of the aerial vehicle and tooutput a signal in response to the detected condition. These detectionsystems utilize different types of sensors, such as gyroscopes,accelerometers, altimeters, GPS systems, or the like, and algorithms todetect if the aerial vehicle has gone into an uncontrolled condition. Anuncontrolled condition may be an uncontrolled descent, an unintentionalunpowered descent, other uncontrolled movements, flight of the aerialvehicle into an unapproved or unauthorized location or altitude, etc.

Examples of an uncontrolled flight condition may be that the motor(s) ofthe aerial vehicle loses power—resulting in a loss of lift to the aerialvehicle. Another uncontrolled flight condition may be that the aerialvehicle stops responding to operating commands from a remote control ofa user. In yet another example, the aerial vehicle may be too close tothe ground or near structures or is on a collision course with astructure, person, or other aerial vehicle. It should be recognized thatother uncontrolled or potentially hazardous flight conditions also maybe detected by the detection computer system.

Upon detection of an uncontrolled flight condition, the detectioncomputer system outputs a signal that can be used for a variety ofdifferent safety measures. For example, the signal can bypass theavionics controller and cut power to the motors, which stops the motorsand the attached rotors or propellers from spinning. The signal is alsoreceived by a controller of the inflation mechanism and is configured toinitiate deployment of a parachute or other aerodynamic decelerator fromthe descent-restraint system, as described herein. In someimplementations, users can manually input, such as from a remotecontrol, the detection signal to initiate deployment of the aerodynamicdecelerator from the descent-restraint system.

Upon receiving the fall detection signal, a servo or other controlleropens or otherwise activates the inflation mechanism—which is in fluidcommunication with a deployment tube of the descent-restraint system—toinflate the deployment tube, and thus deploy the aerodynamic deceleratorfrom a housing of the descent-restraint system. As described elsewhereherein, the inflation mechanism may be compressed air, a pump, asolid-propellant inflator, other explosion- or chemical-based inflators,etc. Also, the aerodynamic decelerator may be a parachute or otherdevice designed to create aerodynamic drag to reduce a velocity of anaerial vehicle.

Prior to operation of an aerial vehicle, the descent-restraint system isattached to the aerial vehicle (e.g., to the frame of the aerialvehicle). The descent-restraint system primarily includes a housing, adeployment tube, and an aerodynamic decelerator (e.g., a parachute). Thedeployment tube is stored in an uninflated state, along with theaerodynamic decelerator in a folded state, in the housing. As describedherein, the deployment tube may be made of any of a variety of differentlightweight materials that are capable of holding air pressure while thedeployment tube is inflated. In some implementations, the deploymenttube is a closed assembly so that once inflated and pressurized itremains in a semi-solid or semi-rigid state for a suitable amount oftime to allow the aerial vehicle to descend and come to rest on theground. In other implementations, the deployment tube is a partiallyclosed assembly that enables the deployment tube to inflate to its fulllength, but then does not maintain a pressurized form.

Upon initiation of deployment, an initial burst of gas from theinflation mechanism begins to inflate the deployment tube. As describedelsewhere herein, the process of inflating the deployment tube extendsthe deployment tube along a length of the deployment tube, which pushesthe aerodynamic decelerator in its folded state out of the housing andaway from aerial vehicle. This burst of gas likewise pushes the aerialvehicle in an opposite direction of the deployment of the aerodynamicdecelerator, which helps to create some distance between the aerialvehicle and the aerodynamic decelerator. As the deployment tubeapproaches or reaches a fully inflated state, the aerodynamicdecelerator is deployed away from the deployment tube and transitionsfrom its folded state into a deployed or open state, which creates dragto reduce a velocity of the aerial vehicle.

The inflation and pressurization of the of the deployment tube forcesthe aerodynamic decelerator away from and clear of the aerial vehicleprior to the aerodynamic decelerator opening and deploying to createdrag and reduce a velocity of the aerial vehicle. This type ofdeployment reduces the likelihood of the aerodynamic decelerator gettingentangled with the rotors, wings, flaps, or other parts of the aerialvehicle, which could otherwise impact the operation and efficiency ofthe aerodynamic decelerator. In some implementations, the aerodynamicdecelerator may at least partially begin to deploy as the deploymenttube is being inflated, but to the extent that inflation of theinflatable tube keeps the aerodynamic decelerator away from and clear ofthe aerial vehicle.

FIG. 1 illustrates a descent-restraint system 102 attached to an aerialvehicle 100 in accordance with the present disclosure. The aerialvehicle includes an airframe 182, rotors 184, and other components (notillustrated for ease of description). The descent-restraint system 102is connected to or otherwise physically attached to the airframe 182.The descent-restraint system 102 is attached to the airframe 182 in alocation that allows the descent-restraint system to operate withoutinterference from the rotors 184 or other components of the aerialvehicle 100.

In various implementations, the descent-restraint system 102 is attachedto the aerial vehicle 100 at the aerial vehicle's center of gravity. Asillustrated in FIG. 1, the descent-restraint system 102 is attached to atop central area of the airframe 182 and positioned such that thedeployment tube and aerodynamic decelerator (not illustrated, see FIG.3) extend and deploy up and away from the airframe 182 of the aerialvehicle 100. However, in other implementations, the descent-restraintsystem 102 may be attached to the airframe 182 in other locations. Forexample, in one implementation where the aerial vehicle is afixed-aerial vehicle, the descent-restraint system 102 is attached tothe airframe above the fuselage between the wings; see, e.g., FIG. 3D.In other implementations, such as where the aerial vehicle is asingle-rotor aerial vehicle, the descent-restraint system 102 may beattached to the aft of the airframe 182 and positioned such that thedeployment tube and the aerodynamic decelerator extend and deploy aft ofthe aerial vehicle 100; see, e.g., FIG. 3C.

FIGS. 2A-2B illustrate the stages of deployment of an aerodynamicdecelerator 110 from the descent-restraint system 102 in accordance withthe present disclosure. In this illustration, the aerodynamicdecelerator 110 is a parachute, but other aerodynamic decelerators maybe utilized in other implementations.

In particular, FIG. 2A illustrates a compressed-accordion packing anddeployment of the aerodynamic decelerator 110. As described in moredetail herein, the descent-restraint system 102 includes a housing 108and a connector base 106. The connector base 106 is structured torigidly attach the housing 108 and the rest of the descent-restraintsystem 102 to an aerial vehicle 100. The housing 108 is a hollow bodythat is structured to store the aerodynamic decelerator 110 in a foldedstate and a deployment tube 104 in an uninflated state. In variousimplementations, the connector base 106 is part of the housing 108 toform a single unit. In other implementations, the housing 108 isremovably connected to the connector base 106 to allow a user to removethe housing 108 after deployment of the aerodynamic decelerator 110 andattach a new housing 108 (with a newly folded aerodynamic deceleratorand uninflated deployment tube stored therein) to the connector base106.

This figure illustrates 7 stages of the inflation of the deployment tube104 and the deployment of the aerodynamic decelerator 110 from acompressed-accordion packing configuration. It should be understood thatthese stages are for illustrative purposes only and represent snapshotsof the inflation and deployment process. Also, the aerial vehicle is notillustrated in this figure for ease of illustrating the deploymentprocess.

In stage 1, the aerodynamic decelerator 110 (in a folded state) and thedeployment tube 104 (in an uninflated state) are stored in the housing108. This stage is considered the in-flight stage where the aerialvehicle is operating normally. A first end 114 of the deployment tube104 is connected to the housing 108, which is described in more detailherein. Briefly, however, the first end 114 of the deployment tube 104may be connected to the housing 108 via a friction fit, locking ring andcompression fit, adhesive, hose clamp, welded, or other attachmentmechanism. The first end 114 of the deployment tube 104 is in fluidcommunication with an inflation mechanism (not illustrated). A secondend 116 of the deployment tube 104 is introverted or invaginated intoitself to form a cavity 122 that at least partially encases the foldedaerodynamic decelerator 110. In some implementations, the deploymenttube 104 may be completely invaginated into itself such that the secondend 116 is positioned at the first end 114, or it may be partiallyinvaginated into itself but still far enough to encase the foldedaerodynamic decelerator 110.

Stage 2 begins in response to a detected uncontrolled flight condition(e.g., loss of power or loss of control of the aerial vehicle 100). Theinflation mechanism (not illustrated) that is in fluid communicationwith the first end 114 of the deployment tube 104 begins to inflate thedeployment tube 104. This initial deployment opens a housing door 112that is positioned on the housing 108 opposite of the connector base106. The housing door 112 is structured to open to allow the second end116 of the deployment tube 104 and the aerodynamic decelerator 110 toexit the housing as the deployment tube 104 is inflated. In someimplementations, the deployment tube 104 pushes the housing door 112open as it inflates. In other implementations, the housing door 112 maybe attached to a motor or other mechanism that mechanically opens thehousing door 112 independent of the inflation of the deployment tube104.

In some implementations, the housing door 112 may be on a hinge that isconnected to the housing 108 and opens to one side of the housing 108,as illustrated. In other implementations, the housing door 112 mayinclude multiple portions that are each connected to the housing 108 andare structured to open like a flower. In yet other implementations, thehousing door 112 may be structured to completely detach from the housing108 when inflation of the deployment tube 104 begins.

Stages 3 and 4: as the deployment tube 104 is inflated, the deploymenttube 104 unravels or uncompresses and begins to extend the second end116 of the deployment tube 104 away from the housing 108. The inflationof the deployment tube also begins to undo the introverted orinvaginated cavity 122, which pushes the folded aerodynamic decelerator110 out of and away from the housing 108. The more the deployment tube104 inflates, the further it pushes the cavity 122 and the foldedaerodynamic decelerator 110 away from the housing 108, and thus pushingthe aerodynamic decelerator 110 away from and clear of the aerialvehicle. As can be seen in the illustration, the folded aerodynamicdecelerator 110 remains in the invaginated cavity 122 throughout theinflation process of the deployment tube 104.

Stages 5 and 6: once the deployment tube 104 is nearly fully inflated,the invaginated cavity 122 becomes smaller and begins to push the foldedaerodynamic decelerator 110 out of the cavity 122. The deployment tube104 continues to inflate until the aerodynamic decelerator 110completely leaves the cavity 122 and the deployment tube 104 is in aninflated state without an introverted or invaginated cavity 122, whichreleases the aerodynamic decelerator 110 free from the deployment tube104.

A lead line 120 of the aerodynamic decelerator 110 remains attached tothe second end 116 of the deployment tube 104, such as via grommet 118.In this way the aerodynamic decelerator 110 is connected to the aerialvehicle 100 via the connector base 106, the housing 108, and thedeployment tube 104. Although only a single lead line 120 isillustrated, other implementations may include a plurality of lead linesfrom the deployment tube 104 to the aerodynamic decelerator 110.

Stage 7: once the aerodynamic decelerator 110 is free from thedeployment tube 104, the aerodynamic decelerator 110 deploys and unfoldsor opens to create drag and thus reduce a velocity of the aerialvehicle. In some situations where the deployment tube 104 is inflated ata relatively high rate, the unraveling of the deployment tube 104 andcollapse of the cavity 122 as the deployment tube 104 turns into itsinflated state may effectively launch the folded aerodynamic decelerator110 out of the cavity 122 and away from the deployment tube 104, thusproviding further distance between the aerial vehicle and theaerodynamic decelerator 110 when the aerodynamic decelerator 110 finallybegins to unfold and open.

In some implementations, the deployment tube 104 maintains airpressurization after the deployment tube 104 is fully inflated, whichcreates a rigid or semi-rigid member between the aerial vehicle and theaerodynamic decelerator 110. The rigidity of the deployment tube 104 maymaintain stability of the aerial vehicle as it returns to the ground,which can reduce damage to the aerial vehicle when the aerial vehiclehits the ground.

FIG. 2B illustrates a rolled packing and deployment of the aerodynamicdecelerator 110. The components of the descent-restraint system 102illustrated in FIG. 2B are the same as illustrated above in FIG. 2A, butthat the folded aerodynamic decelerator 110 and the deployment tube 104may be stored in the housing 108 in a different configuration than whatis illustrated in FIG. 2A.

As described above and in more detail herein, the descent-restraintsystem 102 includes a housing 108 and a connector base 106. Theconnector base 106 is structured to rigidly attach the housing 108 andthe rest of the descent-restraint system 102 to an aerial vehicle 100.The housing 108 is a hollow body that is structured to store theaerodynamic decelerator 110 in a folded state and a deployment tube 104in an uninflated state.

This figure illustrates 7 stages of the inflation of the deployment tube104 and the deployment of the aerodynamic decelerator 110 from a rolledpacking configuration. It should be understood that these stages are forillustrative purposes only and represent snapshots of the inflation anddeployment process. Also, the aerial vehicle is not illustrated in thisfigure for ease of illustrating the deployment process.

In stage 1, the aerodynamic decelerator 110 (in a folded state) and thedeployment tube 104 (in an uninflated state) are stored in the housing108. This stage is considered the in-flight stage where the aerialvehicle is operating normally. A first end 114 of the deployment tube104 is connected to the housing 108, which is described in more detailherein. The first end 114 of the deployment tube 104 is in fluidcommunication with an inflation mechanism (not illustrated). A secondend 116 of the deployment tube 104 is attached to the aerodynamicdecelerator 110. In this implementation, the deployment tube 104 isrolled up along its length so that the folded aerodynamic decelerator110 and the second end 116 of the deployment tube are in a centralcavity 123 created by rolling up the deployment tube 104.

Stage 2 begins in response to a detected uncontrolled flight condition(e.g., loss of power or loss of control of the aerial vehicle 100). Theinflation mechanism (not illustrated) that is in fluid communicationwith the first end 114 of the deployment tube 104 begins to inflate thedeployment tube 104. This initial deployment opens a housing door 112and allows the second end 116 of the deployment tube 104 and the foldedaerodynamic decelerator 110 to exit the housing as the deployment tube104 is inflated. As described above, the housing door 112 may be openedby being pushed by the inflating deployment tube 104 or via anothermechanical mechanism.

Stages 3 and 4: as the deployment tube 104 is inflated, the deploymenttube 104 unrolls and begins to extend the cavity 123 and the second end116 of the deployment tube 104 away from the housing 108. As the secondend 116 of the deployment tube 104 is extended away from the housing108, the folded aerodynamic decelerator 110 is also extended away fromthe housing 108. The more the deployment tube 104 inflates the more itunrolls and the further it pushes the cavity 123 and the foldedaerodynamic decelerator 110 away from the housing 108, and thus pushingthe folded aerodynamic decelerator 110 away from and clear of the aerialvehicle. As can be seen in the illustration, the aerodynamic decelerator110 remains in the central cavity 123 throughout the inflation processof the deployment tube 104.

Stages 5 and 6: once the deployment tube 104 is nearly fully inflatedand the last roll of the deployment tube 104 is unrolled, the centralcavity 123 opens and releases the folded aerodynamic decelerator 110free from the deployment tube 104. In some implementations, the foldedaerodynamic decelerator 110 may be further attached to the deploymenttube 104 via a quick release mechanism (e.g., a hook and loop strap)that separates when the deployment tube 104 is nearly (e.g., the lastroll of the deployment tube 104) or fully inflated.

Stage 7: once the aerodynamic decelerator 110 is free from thedeployment tube 104, the aerodynamic decelerator 110 deploys and opensto create drag and thus reduce a velocity of the aerial vehicle. In somesituations where the deployment tube 104 is inflated at a relativelyhigh rate, the unrolling of the deployment tube 104 just as thedeployment tube 104 reaches its fully inflated state may effectivelylaunch the aerodynamic decelerator 110 further away from the deploymenttube 104, thus providing further distance between the aerial vehicle andthe aerodynamic decelerator 110 when the aerodynamic decelerator 110finally begins to unfold and open.

Similar to what is described above, a lead line 120 of the aerodynamicdecelerator 110 is attached to the second end 116 of the deployment tube104, such as via grommet 118, to provide a connection point with thedeployment tube 104 and thus the aerial vehicle. Also, in someimplementations, the deployment tube 104 maintains air pressurizationafter the deployment tube 104 is fully inflated, which creates a rigidor semi-rigid member between the aerial vehicle and the aerodynamicdecelerator 110. The rigidity of the deployment tube 104 may maintainstability of the aerial vehicle as it returns to the ground, which canreduce damage to the aerial vehicle when the aerial vehicle hits theground.

Although not illustrated, in some implementations, the foldedaerodynamic decelerator 110 may be maintained or encased in a secondhousing (e.g., a bag) that opens when the deployment tube 104 is fullyinflated. For example, with reference to FIG. 2A, the second housing maybe structured to fit in the introverted or invaginated cavity 122. Asthe deployment tube 104 becomes fully inflated and the cavity 122collapses (e.g., at stage 4), the second housing opens and releases theaerodynamic decelerator 110 from the deployment tube 104. Similarly,with reference to FIG. 2B, the second housing may be structured to fitin the rolled central cavity 123. As the deployment tube 104 unrolls andbecomes fully inflated (e.g., at stage 4), the second housing opens andreleases the aerodynamic decelerator 110 from the deployment tube 104.In some implementations, this second housing may open and release theaerodynamic decelerator 110 by being attached to the deployment tube 104with a quick release mechanism (e.g., hook and loop straps) that tightenand release when the deployment tube 104 is sufficiently inflated.

FIGS. 3A-3D illustrate various examples of the deployment tube 104 andthe aerodynamic decelerator 110 being deployed from a descent-restraintsystem 102 attached to an aerial vehicle in accordance with the presentdisclosure. For example, FIGS. 3A and 3B illustrate thedescent-restraint system 102 attached to a top of the aerial vehicle 100so that the deployment tube 104 inflates up and away from the aerialvehicle 100 allowing the aerodynamic decelerator 110 to open above theaerial vehicle. FIG. 3C illustrates an alternative attachment locationfor the descent-restraint system 102. In this illustration, thedescent-restraint system 102 is attached to an aft portion of theairframe of the aerial vehicle 100 so that the deployment tube 104inflates aft and away from the aerial vehicle 100 allowing theaerodynamic decelerator 110 to open behind the aerial vehicle. FIG. 3Dillustrates yet another alternative attachment location for thedescent-restraint system 102. In this illustration, thedescent-restraint system 102 is attached to a top of the airframebetween the fixed wings of the aerial vehicle.

FIG. 4 is a perspective view of one implementation of thedescent-restraint system 102 in accordance with the present disclosure.As described in more detail in the following figures, thedescent-restraint system 102 includes a housing 108 and a connector base106. In this implementation, the housing 108 is removably coupled to theconnector base 106. This connection allows for the housing 108 to berigidly connected to the connector base 106 (and thus the aerialvehicle) while allowing for a user to remove the housing 108 withouthaving to detach the connector base 106 from the aerial vehicle. Thisdescent-restraint system 102 may utilize one of the packing anddeployment processes described above in conjunction with FIGS. 2A and2B, or it may utilize another packing and deployment process.

FIGS. 5A-5D are various views of the connector base 106 of thedescent-restraint system 102 in accordance with the present disclosure.Briefly, FIG. 5A is a perspective view of the connector base 106, FIG.5B is a top view of the connector base 106, FIG. 5C is a side view ofthe connector base 106, and FIG. 5D is a cross-section side view of theconnector base 106.

The connector base 106 includes a bracket 138, a seat 136, and a ring140 that are on a same central axis. In the illustrated implementation,the bracket 138, the seat 136, and the ring 140 are circular; however,in other implementations, these components may be square, rectangular,or other polygonal shapes, and may be the same or different shapes fromone another.

The bracket 138 is structured to mount or attach the connector base 106to an aerial vehicle 100. As illustrated, the bracket 138 includes aplurality of connector apertures 128 that are distributed radiallyaround a center near an outer edge of the bracket 138. The connectorapertures 128 are structured and sized to allow a screw, bolt, or otherconnector to attach the connector base 106 to the aerial vehicle. Itshould be recognized that other connection mechanisms may also beemployed to connect the connector base 106 to the aerial vehicle,including, but not limited to, adhesives, clamps, welds, or otherbonding methods or mechanisms.

The seat 136 has a diameter that is smaller than a diameter of thedeployment tube (not illustrated), as described in more detail herein.The seat 136 includes an output port 134 that is in fluid communicationwith an input port 130 to enable air or other fluid to flow from aninflation mechanism and into the deployment tube as described herein.

The ring 140 has an outer diameter that is smaller than the diameter ofthe bracket 138 and an internal diameter that is larger than thediameter of the seat 136. In one implementation, the ring 140 is sizedto not cover the connector apertures 128. In various implementations,the ring 140 includes the input port 130 to enable the output port 134to be in fluid communication with the inflation mechanism. It should berecognized that the input port 130 may be positioned elsewhere on theconnector base so long as it provides for fluid communication betweenthe inflation mechanism and the output port 134 to the deployment tube.

The ring 140 includes a plurality of tabs 126 a-126 c that each extendsinward towards the seat 136 to create a channel 127 and a locking groove125. The tabs 126 are positioned radially around the ring 140 to createa plurality of slots 124 a-124 c. The channel 127, the tabs 126, and theslots 124 are sized and shaped so that flanges on the housing traversethrough the slots 124 and enable the housing be positioned around theseat 136 and into the ring 140 on the connector base 106, which isdescribed in more detail below. Moreover, the slots 124 and the tabs 126are structured and sized to enable the flanges of the housing to slideunder the tabs 126 in the locking groove 125 in response to rotation ofthe housing on the central axis with the connector base 106, asdescribed in more detail below.

In some implementations, the tab 126 b includes a lock 132. In theillustrated implementation, the lock 132 is a spring-loaded pin thatengages a locking aperture in a flange of the housing, as furtherdescribed elsewhere herein, including FIG. 8E. It should be recognizedthat other types of locking mechanisms may be employed to prevent thehousing from rotating once the flanges on the housing are under the tabs126 of the connector base 106, as described herein.

In the illustrated implementations, the tabs 126 are evenly sized andevenly spaced so that the slots 124 are evenly sized and evenly spaced.However, in other implementations, one or more tabs 126 or one or moreslots 124 may be size or shaped differently from the other tabs 126 orother slots 124. Likewise, although the figures illustrate three tabs126 and three slots 124, in other implementations, other numbers of tabs126 and slots 124 may be utilized.

FIG. 6 is a perspective view of one implementation of the housing 108 ofthe descent-restraint system 102 in accordance with the presentdisclosure. In this implementation, the housing 108 includes a housingdoor 112, an interior base 142, and an exterior base 144. The housingdoor 112 is structured and sized to enclose the housing 108 and enablethe deployment tube and the aerodynamic decelerator 110 to extend awayfrom the descent-restraint system 102 and the aerial vehicle in responseto initiation of deployment of the aerodynamic decelerator 110. Theinterior base 142 and the exterior base 144 are structured and sized tosecure the deployment tube to the housing 108 and to removably attachthe housing 108 to the connector base 106. The interior base 142 isdescribed in more detail below in conjunction with FIGS. 7A-7E and theexterior base 144 is described in more detail below in conjunction withFIGS. 8A-8F.

FIGS. 7A-7E are various views of the interior base 142 of thedescent-restraint system housing 108 in accordance with the presentdisclosure. Briefly, FIG. 7A is a perspective view of the interior base142, FIG. 7B is a front view of the interior base 142, FIG. 7C is a backview of the interior base 142, FIG. 7D is a top view of the interiorbase 142, and FIG. 7E is a bottom view of the interior base 142.

The interior base 142 includes a ring 156, a top surface 152, and aplurality of flanges 146 a-146 c. The ring 156 is hollow and sized andshaped to fit around the seat 136 of the connector base 106 such that aninterior diameter of the ring 156 is slightly larger than the diameterof the seat 136. The top surface 152 in conjunction with the ring 156 issized and shaped such that a bottom 160 of the top surface 152 sits onthe seat 136 when the housing 108 is attached to the connector base 106.The top surface 152 includes an aperture 154 to enable the output port134 of the connector base 106 to extend through the top surface 152 andallow for fluid communication between the inflation mechanism and thedeployment tube.

The ring 156 includes a groove 150 that is sized and shaped to fit anO-ring around the ring 156. As described in more detail below, theO-ring provides a pressure fit seal against the deployment tube and theexterior base 144.

The plurality of flanges 146 a-146 c are positioned radially around thering 156 and extend away therefrom to create a plurality of slots 158a-158 c. The flanges 146 are each sized and shaped to traverse throughthe plurality of slots 124 a-124 c on the connector base 106,respectively, such that the tabs 126 on the connector base traversethrough the slots 158 on the interior base 142. Moreover, the flanges146 on the interior base 142 are each sized and shaped so that they, inconjunction with the flanges on the exterior base 144, slide though thelocking groove 125 and under the tabs 126 a-126 c of the connector base106 when the housing 108 is rotated on the central axis with theconnector base 106. In various implementations, each flange 146 may alsoinclude a plurality of pin accepters 148. Each of the pin accepters 148are sized, shaped, and arranged on each flange 146 to accept acorresponding pin on the flanges of the exterior base 144, as describedin more detail below. In one implementation, each pin accepter 148 onlypartially extends into the flange 146, which is shown by FIGS. 7D (a topview of the interior base 142) and 7E (a bottom view of the interiorbase 142).

FIGS. 8A-7F are various views of the exterior base 144 of thedescent-restraint system housing 108 in accordance with the presentdisclosure. Briefly, FIG. 8A is a perspective view of the exterior base144, FIG. 8B is a cutaway, perspective view of the exterior base 144,FIG. 8C is a front view of the exterior base 144, FIG. 8D is a back viewof the exterior base 144, FIG. 8E is a top view of the exterior base144, and FIG. 8F is a bottom view of the exterior base 144.

The exterior base 144 includes a body 168, the housing door 112, and aplurality of flanges 162 a-162 c. The body 168 is a hollow structurethat is sized and shaped to form a storage void 170 that encases orencloses the deployment tube 104 (in an uninflated state) and theaerodynamic decelerator 110 (in a folded state) prior to inflation ofthe deployment tube 104 and deployment of the aerodynamic decelerator110. In various implementations, an interior diameter of the body 168 isslightly larger than the outer diameter of the ring 156 of the interiorbase 142. The difference in the interior diameter of the body 168 andthe outer diameter of the ring 156 is dependent on a thickness of thematerial used as the deployment tube 104 such that the deployment tube104 is friction fit between the interior base 142 and the exterior base144. As mentioned above, the interior base 142 includes an groove 150that seats an O-ring that provides an air-tight seal between theinterior base 142 and the deployment tube 104 by pressing the deploymenttube 104 against the exterior base 144.

The flanges 162 a-162 c of the exterior base 144 are sized and shapedsubstantially similar or the same as flanges 146 a-146 c of the interiorbase 142, respectively. The flanges 162 are positioned radially aroundthe body 168 to create a plurality of slots 164 a-164 c. The flanges 162are each sized and shaped to traverse through the plurality of slots 124a-124 c on the connector base 106, respectively, such that the tabs 126on the connector base 106 traverse through the slots 164 on the exteriorbase 144. Moreover, the flanges 162 on the exterior base 144 are eachsized and shaped so that they, in conjunction with the flanges 146 onthe interior base 142, slide though the locking groove 125 and under thetabs 126 a-126 c of the connector base 106 when the housing 108 isrotated on the central axis with the connector base 106.

In various implementations, the deployment tube extends out of theexterior base 144 between the flanges 162 of the exterior base 144 andthe flanges 146 of the interior base 142. In some implementations, oneor more of the flanges 162 include a pin 166 that extends below theflanges 162. These pins 166 are sized and shaped to engage the pinaccepters 148 in the flanges 146 of the interior base 142. When the pins166 are engaged with the pin accepters 148, rotation of the exteriorbase 144 about the interior base 142 is reduced, as is the movement ofthe deployment tube between the interior base 142 and the exterior base144.

In various implementations, flange 162 c includes a locking aperture 172that is sized and shaped to accept the lock 132. In this way, when thelock 132 is engaged with the locking aperture 172 on the exterior base144 of the housing 108, the flanges 146 of the interior base 142 and theflanges 162 of the exterior base 144 line up with or are otherwise underthe tabs 126 of the connector base 106, which prevents the housing 108from rotating in the connector base 106.

FIG. 9 is an exploded view of the housing 108 and deployment tube 104 ofthe descent-restraint system 102 in accordance with the presentdisclosure. And FIG. 10 illustrates a front cross-section view of thearrangement of the combined housing 108 and deployment tube 104.

As illustrated, an O-ring 174 is positioned around the ring 156 of theinterior base 142. As described above, the O-ring 174 is positioned inthe groove 150 and provides a seal so that the deployment tube 104 canpressurize and inflate. The first end 114 of the uninflated deploymenttube 104 is positioned over the O-ring 174 and the ring 156 of theinterior base 142. The body 168 of the exterior base 144 is positionedover the deployment tube 104 and onto the ring 156 of the interior base142 such that the first end 114 of the deployment tube 104 is frictionfit between the body 168 of the exterior base 144 and the ring 156 ofthe interior base 142. The positioning of the exterior base 144 over theinterior base 142 results in the deployment tube 104 being positioned inthe storage void 170 of the exterior base 144 so that it can expandthough the housing door 112 when inflated.

For ease of illustration, the aerodynamic decelerator 110 is not shownin these figures, but it should be recognized, as described elsewhereherein, that the aerodynamic decelerator 110 (in a folded state) isattached to a second end of the uninflated deployment tube 104 andpositioned in the storage void 170 of the exterior base 144 inside thehousing 108.

The interior base 142, the deployment tube 104, and the exterior base144 are aligned so that the flanges 162 of the exterior base 144 line upwith the flanges 146 of the interior base 142. In some implementations,tube tabs 176 of the deployment tube 104 are positioned between theflanges 162 and 146 when the exterior base 144 is positioned onto theinterior base 142. In other implementations, the tube tabs 176 may beoptional, and the friction fit between the ring 156 of the interior base142 and the body 168 of the exterior base 144 may be sufficient to holdthe deployment tube 104. In yet other implementations, an adhesive orother connection mechanism may be used to strengthen the connectionbetween the first end 114 of the deployment tube 104 and the housing108.

Also, the aperture 154 provides a structure in which the input port 130of the connector base 106 can be positioned so that the deployment tube104 is in fluid communication with the inflation mechanism.

FIG. 11 is an exploded perspective view of the housing 108 and theconnector base 106 of the descent-restraint system 102 in accordancewith the present disclosure. As described above, the housing 108 isremovably connected to the connector base 106. In this illustration, thehousing 108 fits into the connector base 106 such that the flanges onthe housing 108 line up with the slot of the connector base 106 (e.g.,flange 162 a of the exterior base 144 of the housing 108 and flange 146a of the interior base 142 of the housing 108 line up with slot 124 a ofthe connector base 106). Similarly, the tabs on the connector base 106line up with the slots in the housing 108 (e.g., tab 126 c of theconnector base 106 lines up with slot 164 c of the exterior base 144 ofthe housing 108 and slot 158 c of the interior base 142 of the housing108). Once the housing 108 is seated into the connector base 106, thehousing 108 is rotated about its central axis such that the flanges onthe housing 108 rotate under the tabs on the connector base 106. In thisway, the housing 108 is rigidly affixed to the connector base 106, whichresults in the deployment tube 104 being rigidly attached to theconnector base 106 (and thus rigidly connected to the aerial vehicle).

FIG. 12 is a perspective view of another implementation of adescent-restraint system 202 in accordance with the present disclosure.As described in more detail in the following figures, thedescent-restraint system 202 includes a housing 208 and a connector base206. Similar to what is described above in conjunction withdescent-restraint system 102, the housing 208 is removably coupled tothe connector base 206. This connection allows for the housing 208 to berigidly connected to the connector base 206 (and thus the aerialvehicle) while allowing for a user to remove the housing 208 withouthaving to detach the connector base 206 from the aerial vehicle. Thisdescent-restraint system 202 may utilize one of the packing anddeployment processes described above in conjunction with FIGS. 2A and2B, or it may utilize another packing and deployment process.

FIGS. 13A-13B are perspective views of one implementation of the housing208 of the descent-restraint system 202 in accordance with the presentdisclosure. In this implementation, the housing 208 includes a housingdoor 212, a body 224, and a bracket 226. The housing door 212 isstructured and sized to enclose the housing 208 and enable thedeployment tube and the aerodynamic decelerator 110 to extend away fromthe descent-restraint system 202 and the aerial vehicle in response toinitiation of deployment of the aerodynamic decelerator 110. The housingdoor 212 may be a variation of the housing door 112 described above.

The body 224 is a hollow structure that is sized and shaped to form astorage void 228 that encases or encloses the deployment tube 104 (in anuninflated state) and the aerodynamic decelerator 110 (in a foldedstate) prior to inflation of the deployment tube 104 and deployment ofthe aerodynamic decelerator 110.

The bracket 226 is structured to mount or attach the housing 208 and thedeployment tube to the connector base 206. As illustrated, the bracket226 includes a plurality of connector apertures 230 that are distributedradially around a center near an outer edge of the bracket 226. Theconnector apertures 230 are structured and sized to allow a screw, bolt,or other connector to attach the housing 208 to the connector base 206.It should be recognized that other connection mechanisms may also beemployed to connect the housing 208 to the connector base 106,including, but not limited to, adhesives, clamps, welds, or otherbonding methods or mechanisms.

FIGS. 14A-14C are various views of one implementation of the connectorbase 206 of the descent-restraint system 202 in accordance with thepresent disclosure. Briefly, FIG. 14A is a perspective view of theconnector base 206, FIG. 14B is a top view of the connector base 206,and FIG. 14C is a bottom view of the connector base 206.

The connector base 206 includes a bracket 238 and a ring 240 that are ona same central axis. In the illustrated implementation, the bracket 238and the ring 240 are circular; however, in other implementations, thesecomponents may be square, rectangular, or other polygonal shapes, andmay be the same or different shapes from one another.

The bracket 238 is structured to mount or attach the connector base 206to an aerial vehicle 100. As illustrated, the bracket 238 includes aplurality of connector apertures 242 that are distributed radiallyaround a center near an outer edge of the bracket 238. The connectorapertures 242 are structured and sized to allow a screw, bolt, or otherconnector to attach the connector base 206 to the aerial vehicle. Itshould be recognized that other connection mechanisms may also beemployed to connect the connector base 206 to the aerial vehicle,including, but not limited to, adhesives, clamps, welds, or otherbonding methods or mechanisms.

The ring 240 has an outer diameter that is the same or larger than thediameter of the bracket 226 of the housing 208. The ring 240 includes aninterior rim 248 and an exterior rim 254. The interior rim 248 is higherthan the exterior rim 254, and the interior rim 248 and the exterior rim254 are separated by a groove 246. The groove 246 is sized and shaped tofit an O-ring on top of the ring 240 between the interior rim 248 andthe exterior rim 254. The interior rim 248 provides an internalstructure in which the O-ring presses against when the housing 208 ismounted to the connector base 206. As described in more detail herein,the O-ring provides a pressure fit seal between the connector base 206and the deployment tube when the housing 208 is connected to theconnector base 206.

The exterior rim 254 of the ring 240 includes a plurality of connectorapertures 244. These connector apertures 244 are positioned to alignwith the connector apertures 230 in the bracket 226 of the housing 208.The connector apertures 244 in the ring 240 of the connector base 206are structured and sized to allow a screw, bolt, or other connector toattach the bracket 226 of the housing 208 to the connector base 206. Itshould be recognized that other connection mechanisms may also beemployed to connect the housing 208 to the connector base 206,including, but not limited to, adhesives, clamps, welds, or otherbonding methods or mechanisms.

The connector base 206 also includes an input port 250 that is in fluidcommunication with an output port 260 to enable air or other fluid toflow from an inflation mechanism and into the deployment tube asdescribed herein. In the illustrated implementation, the input port 250and the output port 260 are structured into a side of the ring 240.However, it should be recognized that the input port 250 and the outputport 260 may be positioned elsewhere on the connector base so long as itprovides for fluid communication between the inflation mechanism and thedeployment tube. For example, in some implementations, the input port250 and the output port 260 may be positioned in the base 252 of theconnector base 206.

FIG. 15 is an exploded view of the housing 208 and deployment tube 104of the descent-restraint system 202 in accordance with the presentdisclosure. As illustrated, an O-ring 262 is positioned around theinterior rim 248 of the ring 240 of the connector base 206. As describedabove, the O-ring 262 is positioned in the groove 246 and provides aseal so that the deployment tube 104 can pressurize and inflate.

The first end 114 of the uninflated deployment tube 104 is positionedover the O-ring 262 and onto the exterior rim 254 on the ring 240 of theconnector base 206. The body 224 of the housing 208 is positioned overthe deployment tube 104 with the bracket 226 of the housing 208 pressedagainst the first end 114 of the deployment tube 104 and the exteriorrim 254 on the ring 240 of the connector base 206, which creates afriction fit for the deployment tube 104 between the housing 208 and theconnector base 206. Although the illustrated implementation utilizes afriction fit, an adhesive or other connection mechanism may be used tostrengthen the connection between the first end 114 of the deploymenttube 104 and the housing 208 or the connector base 206.

For ease of illustration the aerodynamic decelerator 110 is not shown inthis figure, but it should be recognized, as described elsewhere herein,that the aerodynamic decelerator 110 (in a folded state) is attached toa second end of the uninflated deployment tube 104 and positioned in thestorage void 228 of the housing 208.

FIGS. 16A-16B illustrate yet another implementation of adescent-restraint system 302 in accordance with the present disclosure.Briefly, FIG. 16A is a perspective view of the descent-restraint system302, and FIG. 16B is a cross-section view of the descent-restraintsystem 302. This descent-restraint system 302 may utilize one of thepacking and deployment processes described above in conjunction withFIGS. 2A and 2B, or it may utilize another packing and deploymentprocess.

The descent-restraint system 302 includes a housing 304, a connectorbase 306, and a housing door 112. In this implementation, the housing304 is attached to the connector base 306, but is not removable like theother implementations described above. The housing door 312 isstructured and sized to enclose the housing 304 and enable thedeployment tube and the aerodynamic decelerator 110 to extend away fromthe descent-restraint system 302 and an aerial vehicle in response toinitiation of deployment of the aerodynamic decelerator 110. The housingdoor 312 may be a variation of the housing door 112 described above.

The connector base 306 is structured to mount or attach thedescent-restraint system 302 to an aerial vehicle 100. As illustrated,the connector base 306 includes a plurality of connector apertures 308that are distributed radially around a center near an outer edge of theconnector base 306. The connector apertures 308 are structured and sizedto allow a screw, bolt, or other connector to attach thedescent-restraint system 302 to the aerial vehicle. It should berecognized that other connection mechanisms may also be employed toconnect the descent-restraint system 302 to the aerial vehicle,including, but not limited to, adhesives, clamps, welds, or otherbonding methods or mechanisms.

The housing 304 is a hollow structure that is sized and shaped to form astorage void 320 that encases or encloses the deployment tube 104 (in anuninflated state) and the aerodynamic decelerator 110 (in a foldedstate) prior to inflation of the deployment tube 104 and deployment ofthe aerodynamic decelerator 110. The first end 114 of the deploymenttube 104 is attached to a mounting area 316 on an inside of the housing304 via an adhesive, weld, or other bonding agent or mechanism. Thehousing 304 also includes an input port 310 that is in fluidcommunication with an output port 314 to enable air or other fluid toflow from an inflation mechanism and into the deployment tube asdescribed herein. In the illustrated implementation, the housing 304 andthe connector base 306 are circular; however, in other implementations,these components may be square, rectangular, or other polygonal shapes,and may be the same or different shapes from one another.

For ease of illustration the aerodynamic decelerator 110 is not shown inthis figure, but it should be recognized, as described elsewhere herein,that the aerodynamic decelerator 110 (in a folded state) is attached toa second end of the uninflated deployment tube 104 and positioned in thestorage void 320 of the housing 304.

FIGS. 17A-12B illustrate alternative implementations of additionalsupport members of the descent-restraint system in accordance with thepresent disclosure. FIG. 17A illustrates a descent-restraint system asdescribed above, but that also includes a plurality of support straps178. The plurality of support straps 178 have a first end that connectsto the airframe 182 of the aerial vehicle 100 and a second end thatconnects to a body of the deployment tube 104. In variousimplementations, the support straps 178 may be contained in the housingof the descent-restraint system 102. As the deployment tube 104 isinflated and extends away from the aerial vehicle 100, the supportstraps 178 tighten and become taut when the deployment tube 104 is inits fully inflated state. In this way, the support straps 178 provideadditional support to reduce the sway of the deployment tube 104 afterit is inflated and the aerial vehicle 100 is descending to the ground.In another implementation, the support straps 178 may contain abreakaway connection (e.g., a hook and loop connection) with the aerialvehicle 100 along the length of the straps such that the length of thesupport straps 178 break away from the aerial vehicle 100 as thedeployment tube 104 is inflated and become taut when the deployment tubeis in its fully inflated state.

FIG. 17B illustrates a descent-restraint system as described above, butthat the deployment tube 104 includes a plurality of inflatable supporttubes 180 that connect to the body of the deployment tube 104. In someimplementations, each separate inflatable support tube 180 is in fluidcommunication with the inflation mechanism that inflates the deploymenttube 104. In other implementations, one or more of the inflatablesupport tubes 180 are in fluid communication with a second inflationmechanism. Moreover, in some implementations, the inflatable supporttubes 180 are in fluid communication with the deployment tube 104, whilein other implementations, the inflatable support tubes 180 areindividually pressurized tubes that are not in fluid communication withthe deployment tube 104. These additional inflatable support tubesprovide additional support to reduce the sway of the deployment tube 104after it is inflated and the aerial vehicle 100 is descending to theground.

The various implementations described above can be combined to providefurther implementations. These and other changes can be made to theimplementations in light of the above-detailed description. In general,in the following claims, the terms used should not be construed to limitthe claims to the specific implementations disclosed in thespecification and the claims, but should be construed to include allpossible implementations along with the full scope of equivalents towhich such claims are entitled. Accordingly, the claims are not limitedby the disclosure.

1-20. (canceled)
 21. A deployable lead line anchor point system for anaerodynamic decelerator on an aerial vehicle, comprising: a housing thatis structured to attach to the aerial vehicle and store the aerodynamicdecelerator in a stored state prior to deployment, the housing includinga base that is structured to removably mount the housing to the aerialvehicle; and an inflatable tube that is stored in the housing andconfigured to extend from the housing and deploy the aerodynamicdecelerator away from the aerial vehicle in response to inflation of theinflatable tube, the inflatable tube having a first end with a fluidport, and a second end, the first end structured to connect to thehousing, and the second end having a connector structured to anchor thelead line on the aerodynamic decelerator to the inflatable tube.
 22. Thesystem of claim 21, further comprising a source of fluid coupled to thefluid port to selectively introduce fluid into the inflatable tube andinflate the inflatable tube to force the second end of the inflatabletube and the aerodynamic decelerator out of the housing and away fromthe aerial vehicle, wherein the inflatable tube and the lead linetethers the aerodynamic decelerator to the housing and positions thelead line anchor point away from the aerial vehicle.
 23. The system ofclaim 21, wherein the housing is rigidly connected to the aerial vehicleand the first end of the inflatable tube is rigidly connected to thehousing.
 24. The system of claim 22, wherein the housing includes aninterior base component and an exterior base component, the interiorbase component sized and shaped to fit inside the exterior basecomponent and to provide a friction fit for the first end of theinflatable tube between the first and second base components to hold thefirst end of the inflatable tube to the housing.
 25. The system of claim24, wherein the first base component includes an aperture sized andshaped to provide fluid communication between the source of fluid andthe inflatable tube.
 26. The system of claim 21, wherein the inflatabletube is structured to maintain pressurization after the inflatable tubeis fully inflated to become a rigid member.
 27. The system of claim 21,wherein the aerodynamic decelerator is a parachute.
 28. An aerialvehicle, comprising: a body with at least one motor providing power toat least one rotor; a descent restraint system that includes: adeployable decelerator having lead lines; a housing structured to attachto the aerial vehicle and to store the decelerator in a stored stateprior to deployment; an inflatable tube that is stored in the housingand configured to extend therefrom to deploy the decelerator away fromthe aerial vehicle, the inflatable tube having a first end and a secondend, the first end structured to connect to the housing and the secondend having an anchor point that is structured to connect to the leadlines of the decelerator to the inflatable tube.
 29. The aerial vehicleof claim 28, wherein the housing further includes a base that isstructured to removably mount the housing to the aerial vehicle.
 30. Theaerial vehicle of claim 28, wherein the housing is rigidly connected tothe aerial vehicle and the first end of the inflatable tube is rigidlyconnected to the housing.
 31. The aerial vehicle of claim 28, whereinthe housing includes an interior base component and an exterior basecomponent, the interior base component is sized and shaped to fit insidethe exterior base component and to hold the first end of the inflatabletube between a portion of the interior base component and a portion ofthe exterior base component.
 32. The aerial vehicle of claim 28, furthercomprising: a descent detection system that is operable to detect anuncontrolled descent of the aerial vehicle and to output a detectionsignal indicating the uncontrolled descent; and a source of fluid thatis electrically coupled to the descent detection system to receive thedetection signal from the descent detection system, the source of fluidis further fluidly coupled to the first end of the inflatable tube tointroduce fluid into the inflatable tube in response to receipt of thedetection signal from the descent detection system to thereby inflatethe inflatable tube and force the second end of the inflatable tube andthe decelerator out of the housing and away from the aerial vehicle andposition the anchor point of the decelerator lead lines away from theaerial vehicle and enable the decelerator to deploy without entanglingthe lead lines in the aerial vehicle, whereby the inflatable tubetethers the decelerator to the aerial vehicle via the housing.
 33. Theaerial vehicle of claim 28, wherein the inflatable tube is structured tomaintain pressurization after the inflatable tube is fully inflated tobecome a rigid member.
 34. A deployable anchor point system for adecelerator on an aerial vehicle, the decelerator having a lead line,the system comprising: a housing that attaches to the aerial vehicle andis sized and shaped to store the decelerator; an inflatable tube that isstorable in the housing, the inflatable tube having a body with at leastone sidewall, a proximal end that attaches to the housing, and a distalend, the inflatable tube sized and shaped to store inside the housing inresponse to deflation of the inflatable tube, the distal end having anexterior surface and an anchor point on the exterior surface that isstructured to connect to the lead line of the decelerator, theinflatable tube structured to extend out of the housing and position theanchor point for the decelerator lead line away from the aerial vehiclein response to inflation of the inflatable tube, preventing entanglementof the decelerator with the aerial vehicle.
 35. The system of claim 34wherein the inflatable tube remains inflated to become a rigid memberthat anchors the decelerator lead line away from the aerial vehicleafter the distal end of the inflatable tube and the decelerator areforced out of the housing and the parachute canopy inflates.
 36. Thesystem of claim 34 wherein the proximal end of the inflatable tube has afluid port that forms a fluid connection point.
 37. The system of claim36 further including a source of fluid that couples to the fluid port onthe inflatable tube and selectively introduces fluid into the inflatabletube to inflate the inflatable tube and force the distal end of theinflatable tube, anchor point, and the attached decelerator out of thehousing and away from the aerial vehicle, wherein the inflatable tuberigidly tethers the lead line of the decelerator to the aerial vehicle.38. The system of claim 34, wherein the housing includes an interiorbase component and an exterior base component, the interior basecomponent is sized and shaped to fit inside the exterior base componentand to hold the first end of the inflatable tube between a portion ofthe interior base component and a portion of the exterior basecomponent.
 39. The system of claim 34 wherein the housing furtherincludes a base that removably mounts the housing to the aerial vehicle.